US1193753A - bayley - Google Patents

Description

G. W. BAYLEY.

GAS ENGINE.

APPLICATION FILED IAN.2. I9I2.

Patented Aug. 8, 1916.

Lws.

2 SHEETS-SHEET l.

INVENTGR @i WMM) `WITNESSES:

G. W. BAYLEY.

GAS ENGINE.

APPUCATION FILED 1AN.2,1912.

2 SHEETS-SHEET 2- Patented Aug. 8, 1916.

INVENTGR WITNESSES.

GEORGE WILLIAM BAYLEY, 0F NEW YORK, N. Y.

GAS-ENGINE.

Specification of Letters Patent.

Patenten Aug. s, rete.

Application led January 2, 1912. Serial No. 669,073.

To all whom may concern.'

Be it known that I, GEORGE WILLIAM BAY- LEY, a citizen of the United States, residing in the borough of Brooklyn, county of Kings, city and State of New York, have invented certain new and useful lmprovements in Gas-Engines, of which the following is a specification.

This inventiony relates to gas engines, particularly of the explosive type, and aims to provide certain improvements therein.

rlhe invention is more particularly directed to explosive engines of the two-cycle type, although in some features it may be utilized in connection with four-cycle engines. r

The principal object of the invention is to improve the efliciency of the engine and its economy in running. To this end l provide a construction in which all of the operations of the engine are positively controlled by simple means which are not liable to get out of order. l also provide a means by which the incoming explosive mixture may be fed into the cylinder at any desired pressure, thereby improving the scavenging of the engine and decreasing the amount of spent gases in the mixture. l( also provide a construction in which the incoming gases are given a preliminary compression by the piston, so that it is not necessary to provide an inclosed crank case.

ln the preferred construction of my device the power piston is provided with an additional active face which draws in the explosive mixture from the carbureter and compresses it to any pression chamber, from which it is released into the engine cylinder at the proper moment. ln engines of the two-cycle type the admission and exhaust ports to the power cylinder may be controlled by the power piston as heretofore, but the admission and exhaust ports to the compression cylinder are controlled by sliding shutter valves which receive their movements from the crank shaft.

Other features of invention will be hereinafter more fully pointed out.

In the drawings which illustrate several forms of my invention as applied to a twocycle engine,-Figure l is a central vertical section of a' single cylinder engine. Fig. 2 is a horizontal section taken on the line 2-2 in Fig. l. Fig. 3 is anelevation of one of the shutter valves. Fig. 4 is a pers] :ctive view of the inner side of thcompre tion chamdesired degree in `a com,

ber. Fig. 5 is a horizontal section of a twocylinder engine, embodying the invention.

Fig. 6 is a section of a four-cycle engine, embodying the invention. Referring first to Figs. 1 4 of the drawings, it is to be noted that I have illustrated an engine of a two-cycle type having a single cylinder, although it is obvious that las many cylinders may be employed as are found desirable for the particular horsepower to be developed.

ln the drawings A indicates the casing of the engine, the upper part of which is bored to form a power cylinder B and the lower part a compression cylinder C. rlhe piston D is constructed with a power face E and a compression face F,;being suitably packed in the two places shown. l prefer also to` provide a split packing ring or rings E for the power piston, which rings have a normal tendency to contract, and instead of being connected with the piston are connected with the cylinder by a retaining ring E2 which is shown'as screwed to the cylinder. rlfhe effective area of the compression face F of the piston may bear` ,but l prefer that it shall the outer piston, be somewhat larger. ln other words, the

bearings formed in the any relation to the face of is connected as usual with the The explosive mixture is drawn into the compression space `C through a suitable passage J from the carburetor or other source of supply, through a port hole K, during the downward stroke of the piston. During the upward stroke it is forced outwardly through a similar port holelL into a compression chamber M where it is held compressed until the piston reaches a point near the\end of its next downward movement, whereupon the power piston opens the inlet port N leading from the compression chamber M tothe power cylinder B, thus filling the latter with fresh mixture and driving the spent gases out through the exhaust port An important feature ofthe invention 1s the construction of the valves for controlling the inflow of mixture into the compression cylinder C, and the outflowof mixture from the compression cylinder into the compression chamber M. rlfhese valves, according to the preferred form of my invention, arel to form a flat bearing surface or bed for the valves, and'to this bed is bolted a plate b which is recessed to receive the valve. In the construction shown this recess is open at its lower end so that the valve may be in.- serted from beneath and slide up and down through the opening. The plate b on the inletC side is provided with an opening which forms a part of the inlet port K and on the outlet side with an opening which forms a part of the outlet port L leading to the compression chamber. The plate b on the inlet side may conveniently form a part of the pipe J leading from the carbureter while the plate b on the outlet side may conveniently form a part of the chamber M.

Each of the valves P IP is connected at its lower end with a valve rod .R which is shown as extending through the engine casing and as being provided with a ball c which engages a cam S or S mounted on the crank shaft. Each rof the valves is shown as provided with a collar d extending around a pin or stud e, a spring f surrounding each of the pins and pressing against the collar d. The cams S S andv springs f constitute in the construction shown the means for moving the valves.

The cams are so shaped that the inlet valve P opens when the piston is at or near the top of its stroke and remains open until it is near the end of its stroke. Thereupon it closes and the outlet valve P opens. As the piston rises the mixture drawn into the compression cylinder C is forced into the` compression chamber M until the piston reaches nearly the top of its stroke -when the valve P closes. By means of this construction I am enabled to entirely avoid the use of puppet valves which are noisy in their action and which arey subject to excessive wear. Moreover I am enabled to provide an engine in which all automatic check valves are avoided. Such valves, being operated by pressures (usually assisted by springs) are uncertain in action, easily becoming clogged, and often sticking to their seats. By my present construction the pressures against the valves are at right angles to their paths of movement so that they are not hammered against their seats by the pressures, andsuch ^valves are positively actuated so that there is no liability of clogging or sticking.

When the invention is employed in connection with a two-cycle engine, to which it of the cylinder.

particularly relates, 'the compressed mixture in the chamber M flows under pressure into the power cylinder B when the piston E uncovers the inlet port N.

It will be noted that little clearance is present in the compression cylinder C when the piston is at the top of its stroke, so that practically all of the mixture which is taken into the compression cylinder is forced into the compression chamber M. By a proper proportioning of the compression cylinder andthe compression chamber a wide range of pressures may be obtained in the compression chamber. By this means the mixture may be introduced into the power cylinder under considerably higher pressures than are possible with the present type of twocycle engine, wherein a large clearance is necessarily present in the crank case. The usual preliminary compression given in the present type approximates 6 pounds, and this pressure is all that is available in driving out the spent gases when the exhaust port is open. According to my invention this pressure may be very materially increased so that the gases enter into the power cylinder with a momentum not no-w attainable, thus much more effectually driving out the spent gases. proper arrangement of the inlets and exhaust ports the fresh mixture retained in the cylinder after the exhaust port is closed may be of higher pressure than is now common, so that the engine in fact receives not only a better mixture, but one of higher initial compression. l ,Y

An important feature ofthe invention is the provision of means whereby back-firing into the compression chamber is avoided.

,The means I prefer to employ for this pur- In addition to this by a v to a point nearly Hush with the interior wall in their supporting plate V (which may conveniently form a part of the plate b) that the mixture cannot be forced between the tubes. Hence any ignited gases must pass through the full length of the tubes in order to reach the interior of the compression lchamber M. This they cannot do against The tubes are so mounted.,

ders C yC to the compression chambers are arranged on opposite sides of the cylinders, being designated by the reference letters P4 P5. 1n this construction the compression chambers M M2 are preferably in the form of manifolds which lead quarter way around the cylinders as shown, so that the inlet passages N N2 to the power cylinders, instead of being immediately above the shutter valves, are displaced around the cylinders. The exhaust passages O 02 are preferably arranged opposite to the inlets N N2. r1`hese passages are shown as numerous in order that a free exhaust may be obtained.. Preferably`the sides of the cylinders are faced off to receive the exhaust connections U4 which are bolted to the cylinders, the eX- haust being led to the point of delivery by exhaust pipes 05. rlhe inlets N N2 and the exhaust passages O @2 are in practice arranged above the plane of the valves P2 P3 P4 and P5. '1n F ig. 5 they are shown for clearnessin the same horizontal plane.

1t will be apparent that my improve valves may be used to control the direct inlet and exhaust to the cylinder of a gas engine, in which case they are of most value in connection with engines of the four-cycle type 1n Fig. 6 of the drawings 1 have illustrated one form of the invention as applied to an engine of this type. lin this ligure 2 indicates the crank shaft, 3 the piston and i the engine cylinder. The shutter valves 5 and 6 are arrangedto slide along the exterior of the. casing to control inlet and outlet ports 7 and 8 respectively. Each of the valves is inclosed in a housing 9 which is preferably provided with a stuffing box 1Q through which the valve rod`11 extends.1 Each of the valve rods is surrounded by a spring which tends normally to move the valve downwardly while the upward movements are effected as shown by cams 12, 13. Preferably these cams are fixed to large gearS 14, 15 which turn on xed studs 16, 17 connected in any suitable manner tothe-engine cylinder or frame. rllhe gears 14C, 15 receive their motion from small gears 18,19keyed to the crank shaft. for operating the valves can be adopted.

The valves 5 and 6 may be in the form shown in Fig. 3, or may be imperforate as shown in lFig. 6, their housings 9 and the outer face of the cylinder upon which they move being accurately fitted to the valves so that there is no substantial leakagen The cams or their equivalents are so shaped as to produce the requisite movements of the valves in a four-cycle engine, which construction of cams is too n wellknown to require'illustration.

lt will be seen that by my invention ll provide a construction of engine which is practically noiseless in so far as the opera- @bviously other means controlling said ports,

tion of the engine is concerned, and in which the intake and exhaust are controlled by positively actuated valves which when closed receive the pressures at substantial right angles to their paths of movement.

It will also be seen that my invention provides an engine of increased efficiency in that the exhaust gases are more completely. expelled and a richer and better mixture is obtained.

While l have described in detail one form of the invention, it is to be understood that ll do not wish to be limited thereto, since various changes can be made therein without departing from the invention.

What 1 claim is 1. r1`he combination in a two cycle engine, of a power cylinder, and a compression cylinder, a power piston and a compression piston, a compression chamber, a crank shaft, an inlet to said compression cylinder and an outlet from said compression cylinder into said compression chamber, said ind' let and outlet being located substantially in a plane with said crank shaft,.slide valves controlling said inlet and outlet, and actuating means therefor on said crank shaft, said valves having projections directly engaging said actuating means.

2. r1`he combination in a two-cycle gas engine of a plurality of power cylinders, a plurality of compression cylinders, a plurality of'pistons, each having a power face and a compression face, inlet ports to the compression cylinders, said inlet ports being arranged on adjacent sides of the cylinders, outlet ports from said compression cylinders, said ports being arranged on opposite sides of the cylinders, sliding shutter valves controlling said ports, an inlet port to each power cylinder, and a compression chamber for each power cylinder leading from they outlet from said compression cylinder to said inlet port.

3. 'llhe combination in a two-cycle gas engine of a plurality of power cylinders, a plurality of compression cylinders, a plurality of pistons, each having a power face anda compression face, inlet ports to the compression cylinders, said inlet ports being arranged on adjacent sides of the cylinders, outlet ports from said compression cylinders, said ports being arranged on opposite sides of the cylinders, sliding shutter valves an inlet port to each power cylinder, and a compression chamber for eachpower cylinder leading from the outletfrom said compression cylinders to said 'inlet port, said compression chamber being constructed in the form-of a manifold and leading substantially i quarter way around the cylinder.

4. lin a gasolene engine, the combination lll@ of a working` cylinder, a. pistonr therein, an..

Ifuel-charge receiving chamber, said compressing cylinder being adapted to empty into said receiving chamber, and said receiving chamber being adapted to empty into said working cylinder, said piston controlling the admission from said receiving chamber to said Working cylinder, and a power operated valve controlling the admission from said compressing cylinder to said receiving chamber, said valve being located in a plane passing through the axis of the main shaft of the engine.

5. In a gasolene engine, the combination of a working cylinder, a piston therein, a

.fuel-charge compressing cylinder, and a fuel-charge 'receiving chamber, said compressing cylinder being adapted to empty into said receiving chamber, and said receiving chamber/y being adapted to empty into Said working cylinder, said piston controlling the admission from said receiving chamber to said working cylinder, a power plane passing through the aXis of the main shaft of the engine.

In witness whereof, I have hereunto signed my name in the presence of two subscribing witnesses.

GEORGE WILLIAM BAYLEY'.

Witnesses:

THOMAS F. WALLACE, FRED WHIT.

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